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CHAPTER 9 COUPLING, CLUTCHING, AND BRAKING DEVICES Sclater Chapter 9 5/3/01 12:56 PM Page 293 294 COUPLING OF PARALLEL SHAFTS Fig. 1 One method of coupling shafts makes use of gears that can replace chains, pulleys, and friction drives. Its major limitation is the need for adequate center distance. However, an idler can be used for close centers, as shown. This can be a plain pinion or an internal gear. Transmission is at a constant velocity and there is axial freedom. Fig. 2 This coupling consists of two universal joints and a short shaft. Velocity transmission is constant between the input and output shafts if the shafts remain parallel and if the end yokes are arranged symmetrically. The velocity of the central shaft fluctuates during rota- tion, but high speed and wide angles can cause vibration. The shaft offset can be varied, but axial freedom requires that one shaft be spline mounted. Fig. 3 This crossed-axis yoke coupling is a variation of the mecha- nism shown in Fig. 2. Each shaft has a yoke connected so that it can slide along the arms of a rigid cross member. Transmission is at a constant velocity, but the shafts must remain parallel, although the offset can vary. There is no axial freedom. The central cross member describes a circle and is thus subjected to centrifugal loads. Fig. 4 This Oldham coupling provides motion at a constant velocity as its central member describes a circle. The shaft offset can vary, but the shafts must remain parallel. A small amount of axial freedom is possible. A tilt in the central member can occur because of the off- set of the slots. This can be eliminated by enlarging its diameter and milling the slots in the same transverse plane. Sclater Chapter 9 5/3/01 12:56 PM Page 294 295 NOVEL LINKAGE COUPLES OFFSET SHAFTS An unorthodox yet remarkably simple arrangement of links and disks forms the basis of a versatile parallel-shaft cou- pling. This coupling—essentially three disks rotating in unison and intercon- nected in series by six links (se draw- ing)—can adapt to wide variations in axial displacement while it is running under load. Changes in radial displacement do not affect the constant-velocity relationship between the input and output shafts, nor do they affect initial radial reaction forces that might cause imbalance in the system. Those features open up unusual applications for it in automotive, marine, machine-tool, and rolling-mill machin- ery (see drawings). How it works. The inventor of the coupling, Richard Schmidt of Madison, Alabama, said that a similar link arrange- ment had been known to some German engineers for years. But those engineers were discouraged from applying the the- ory because they erroneously assumed that the center disk had to be retained by its own bearing. Actually, Schmidt found that the center disk is free to assume its own center of rotation. In operation, all three disks rotate with equal velocity. The bearing-mounted connections of links to disks are equally spaced at 120º on pitch circles of the same diameter. The distance between shafts can be var- ied steplessly between zero (when the shafts are in line) and a maximum that is twice the length of the links (see draw- ings.) There is no phase shift between shafts while the coupling is undulating. Parallel-link connections between disks (see upper drawing) exactly duplicate the motion between the input and output shafts—the basis of this principle in cou- pling. The lower diagrams show three positions of the links as one shaft is shifted with respect to the other shaft in the system. Torque transmitted by three links in the group adds up to a constant value, regard- less of the angle of rotation. Sclater Chapter 9 5/3/01 12:56 PM Page 295 DISK-AND-LINK COUPLING SIMPLIFIES TRANSMISSIONS 296 The parallelgram-type coupling (above) introduces versatility to a gear-transmission design (left ) by permitting both the input and output to clutch in directly to any of the six power gears. A unique disk-and-link coupling that can handle large axial displacement between shafts, while the shafts are running under load, has opened up new approaches to transmission design. It was developed by Richard Schmidt of Madison, Alabama. The coupling (drawing, upper right) maintains a constant transmission ratio between input and output shafts while the shafts undergo axial shifts in their rel- ative positions. This permits gear-and- belt transmissions to be designed that need fewer gears and pulleys. Half as many gears. In the internal- gear transmission shown, a Schmidt cou- pling on the input side permits the input to be plugged in directly to any one of six gears, all of which are in mesh with the internal gear wheel. On the output side, after the power flows through the gear wheel, a second Schmidt coupling permits a direct power takeoff from any of the same six gears. Thus, any one of 6 × 6 minus 5 or 31 dif- ferent speed ratios can be selected while the unit is running. A more orthodox design would require almost twice as many gears. Powerful pump. In the worm-type pump (bottom left), as the input shaft rotates clockwise, the worm rotor is forced to roll around the inside of the gear housing, which has a helical groove running from end to end. Thus, the rotor center-line will rotate counterclockwise to produce a powerful pumping action for moving heavy liquids. In the belt drive (bottom right), the Schmidt coupling permits the belt to be shifted to a different bottom pulley while remaining on the same top pulley. Normally, because of the constant belt length, the top pulley would have to be shifted too, to provide a choice of only three output speeds. With this arrange- ment, nine different output speeds can be obtained. The coupling allows a helically-shaped rotor to oscillate for pumping purposes. This coupling takes up slack when the bottom shifts. Sclater Chapter 9 5/3/01 12:56 PM Page 296 297 INTERLOCKING SPACE-FRAMES FLEX AS THEY TRANSMIT SHAFT TORQUE This coupling tolerates unusually high degrees of misalignment, with no variation in the high torque that’s being taken from the shaft. A concept in flexible drive-shaft cou- plings permits unusually large degrees of misalignment and axial motion during the transmission of high amounts of torque. Moreover, the rotational velocity of the driven member remains constant during transmission at angular misalign- ments; in other words, cyclic pulsations are not induced as they would be if, say, a universal coupling or a Hooke’s joint were employed. The coupling consists essentially of a series of square space-frames, each bent to provide offsets at the diagonals and each bolted to adjacent members at alter- nate diagonals. The concept was invented by Robert B. Bossler, Jr. He was granted U.S. Patent No. 3,177,684. Couplings accommodate the inevitable misalignments between rotating shafts in a driven train. These misalignments are caused by imperfect parts, dimensional variations, temperature changes, and deflections of the supporting structures. The couplings accommodate misalignment either with moving contacts or by flexing. Most couplings, however, have parts with moving contacts that require lubri- cation and maintenance. The rubbing parts also absorb power. Moreover, the lubricant and the seals limit the coupling environment and coupling life. Parts wear out, and the coupling can develop a large resistance to movement as the parts deteriorate. Then, too, in many designs, the coupling does not provide true con- stant velocity. For flexibility. Bossler studied the var- ious types of couplings n the market and first developed a new one with a moving contact. After exhaustive tests, he became convinced that if there were to be the improvements he wanted, he had to design a coupling that flexed without any sliding or rubbing. Flexible-coupling behavior, however, is not without design problems. Any flex- ible coupling can be proportioned with strong, thick, stiff members that easily transmit a design torque and provide the stiffness to operate at design speed. However, misalignment requires flexing of these members. The flexing produces alternating stresses that can limit cou- pling life. The greater the strength and stiffness of a member, the higher the alternating stress from a given misalign- ment. Therefore, strength and stiffness provisions that transmit torque at speed will be detrimental to misalignment accommodation capability. The design problem is to proportion the flexible coupling to accomplish torque transmission and overcome mis- alignment for the lowest system cost. Bossler looked at a drive shaft, a good example of power transmission—and wondered how he could convert it into one with flexibility. He began to evolve it by following basic principles. How does a drive shaft transmit torque? By tension and com- pression. He began paring it down to the important struts that could transmit torque and found that they are curved beams. But a curved beam in tension and compression is not as strong as a straight beam. He ended up with the beams straight in a square space-frame with what might be called a double helix arrangement. One helix contained ele- ments in compression; the other helix contained elements in tension. Flattening the helix. The total number of plates should be an even number to obtain constant velocity characteristics during misalignment. But even with an odd number, the cyclic speed variations are minute, not nearly the magnitude of those in a Hooke’s joint. Although the analysis and resulting equations developed by Bossler are based on a square-shaped unit, he con- cluded that the perfect square is not the ideal for the coupling, because of the position of the mounting holes. The flat- ter the helix—in other words the smaller the distance S—the more misalignment the coupling will tolerate. Hence, Bossler began making the space-frames slightly rectangular instead of square. In this design, the bolt-heads that fasten the plates together are offset from adjoining pairs, providing enough clearance for the design of a “flatter” helix. The difference in stresses between a coupling with square-shaped plates and one with slightly rectangular plates is so insignificant that the square-shape equa- tions can be employed with confidence. Design equations. By making a few key assumptions and approximations, Bossler boiled the complex analytical relationships down to a series of straight- forward design equations and charts. The derivation of the equations and the resulting verification from tests are given in the NASA report The Bossler Coupling, CR-1241. Torque capacity. The ultimate torque capacity of the coupling before buckling that might occur in one of the space- frame struts under compression is given by Eq. 1. The designer usually knows or establishes the maximum continuous torque that the coupling must transmit. Then he must allow for possible shock loads and overloads. Thus, the clutch should be designed to have an ultimate torque capacity that is at least twice as much, and perhaps three times as much, as the expected continuous torque, according to Bossler. Induced stress. At first glance, Eq. 1 seems to allow a lot of leeway in select- ing the clutch size. The torque capacity is easily boosted, for example, by picking a smaller bolt-circle diameter, d, which Sclater Chapter 9 5/3/01 12:56 PM Page 297 298 Design equations for the Bossler coupling Ultimate torque capacity (1) T = 11.62 Maximum stress per degree of misalignment. (2) σ max = 0.0276 Et/L Minimum thickness to meet required torque strength (3) t = 0.4415 n 0.3 Weight of coupling with minimum-thickness plates (4) W = 1.249w d 4/3 b 2/3 n 1.3 Maximum permissible misalignment (5) θ max = 54.7 σ c n 0.7 Maximum permissible misalignment (simplified) (6) θ/d = 10.9 Maximum permissible offset-angle (7) β = 54.7 where: Maximum permissible offset-angle (simplified) (8) β/d = 10 9. C T n 1/3 0.3 x=1 x=n l x S S ∑ −−       11 2 () bd TE C n 2 2 e 0.3       13/ σ n T 0.7 1/3 bd TE 2 2       13/ T E       13/ dT bE       13/ Ebt dn 3 09. Critical speed frequency (9) f = where: k = and (El) e = 0.886Ebt 3 S/L List of symbols b = Width of an element d = Diameter at the bold circle E = Modulus of elasticity f = First critical speed, rpm l = Flatwise moment of inertia of an element = bt 3 /12 k = Spring constant for single degree of freedom L = Effective length of an element. This concept is required because joint details tend to stiffen the ends of the elements. L = 0.667 d is recommended M = Mass of center shaft plus mass of one coupling with fasteners n = Number of plates in each coupling S = Offset distance by which a plate is out of plane t = Thickness of an element T = Torque applied to coupling, useful ultimate, usually taken as lowest critical buckling torque w = Weight per unit volume W = Total weight of plates in a coupling (El) e = Flexural stiffness, the moment that causes one radian of flex- ural angle change per unit length of coupling β = Equivalent angle change at each coupling during parallel off- set misalignment, deg ϑ = Total angular misalignment, deg σ c = Characteristic that limits stress for the material: yield stress for static performance, endurance limit stress for fatigue perform- ance 24(El) nS) e 3 ( 60 2 12 π k M       / Sclater Chapter 9 5/3/01 12:56 PM Page 298 makes the clutch smaller, or by making the plates thicker. But either solution would also make the clutch stiffer, hence would restrict the misalignment permit- ted before the clutch becomes over- stressed. The stress-misalignment rela- tionship is given in Eq. 2, which shows the maximum flat-wise bending stress produced when a plate is misaligned 1º and is then rotated to transmit torque. Plate thickness. For optimum misalign- ment capability, the plates should be selected with the least thickness that will provide the required torque strength. To determine the minimum thickness, Bossler found it expedient to rearrange Eq. 1 into the form shown in Eq. 3. The weight of any coupling designed in accordance to the minimum-thickness equation can be determined from Eq. 4. Maximum misalignment. Angular misalignment occurs when the center- lines of the input and output shafts inter- sect at some angle—the angle of mis- alignment. When the characteristic limiting stress is known for the material selected—and for the coupling’s dimen- sions—the maximum allowable angle of misalignment can be computed from Eq. 5. If this allowance is not satisfactory, the designer might have to juggle the size factors by, say, adding more plates to the unit. To simplify eq. 5, Bossler made some assumptions in the ratio of endurance limit to modulus and in the ratio of dsb to obtain Eq. 6. Parallel offset. This condition exists when the input and output shafts remain parallel but are displaced laterally. As with Eq. 6, Eq. 7 is a performance equa- tion and can be reduced to design curves. Bossler obtained Eq. 8 by making the same assumptions as in the previous case. Critical speed. Because of the noncir- cular configurations of the coupling, it is important that the operating speed of the unit be higher than its critical speed. It should not only be higher but also should avoid an integer relationship. Bossler worked out a handy relation- ship for critical speed (Eq. 9) that employs a somewhat idealized value for the spring constant k. Bossler also made other recommen- dations where weight reduction is vital: • Size of plates. Use the largest d con- sistent with envelope and centrifugal force loading. Usually, centrifugal force loading will not be a problem below 300 ft/s tip speed. • Number of plates. Pick the least n consistent with the required perform- ance. • Thickness of plates. Select the smallest t consistent with the required ultimate torque. • Joint details. Be conservative; use high-strength tension fasteners with high preload. Provide fretting protec- tion. Make element centerlines and bolt centerlines intersect at a point. • Offset distance. Use the smallest S consistent with clearance. 299 OFF-CENTER PINS CANCEL MISALIGNMENT OF SHAFTS Two Hungarian engineers developed an all-metal coupling (see drawing) for con- necting shafts where alignment is not exact—that is, where the degree of mis- alignment does not exceed the magnitude of the shaft radius. The coupling is applied to shafts that are being connected for either high- torque or high-speed operation and that must operate at maximum efficiency. Knuckle joints are too expensive, and they have too much play; elastic joints are too vulnerable to the influences of high loads and vibrations. How it’s made. In essence, the cou- pling consists of two disks, each keyed to a splined shaft. One disk bears four fixed-mounted steel studs at equal spac- ing; the other disk has large-diameter holes drilled at points facing the studs. Each large hole is fitted with a bear- ing that rotates freely inside it on rollers or needles. The bore of the bearings, however, is off-center. The amount of eccentricity of the bearing bore is identi- cal to the deviation of the two shaft cen- ter lines. In operation, input and output shafts can be misaligned, yet they still rotate with the same angular relationship they would have if perfectly aligned. Eccentrically bored bearings rotate to make up for misalignment between shafts. Sclater Chapter 9 5/3/01 12:56 PM Page 299 300 HINGED LINKS AND TORSION BUSHINGS GIVE DRIVES A SOFT START Centrifugal force automatically draws up the linkage legs, while the torsional resistance of the bushings opposes the deflection forces. A spidery linkage system combined with a rubber torsion bushing system formed a power-transmission coupling. Developed by a British company, Twiflex Couplings Ltd., Twickenham, England, the device (drawing below) provides ultra-soft start- ing characteristics. In addition to the tor- sion system, it also depends on centrifu- gal force to draw up the linkage legs automatically, thus providing additional soft coupling at high speeds to absorb and isolate any torsional vibrations aris- ing from the prime mover. The TL coupling has been installed to couple marine main engines to gearbox- propeller systems. Here the coupling reduces propeller vibrations to negligible proportions even at high critical speeds. Other applications are also foreseen, including their use in diesel drives, machine tools, and off-the-road construc- tion equipment. The coupling’s range is from 100 hp to 4000 rpm to 20,000 hp at 400 rpm. Articulating links. The key factor in the TL coupling, an improvement over an earlier Twiflex design, is the circular grouping of hinged linkages connecting the driving and driven coupling flanges. The forked or tangential links have resilient precompressed bonded-rubber bushings at the outer flange attachments, while the other pivots ride on bearings. When torque is applied to the cou- pling, the linkages deflect in a positive or negative direction from the neutral posi- tion (drawings, below). Deflection is opposed by the torsional resistance of the rubber bushings at the outer pins. When the coupling is rotating, the masses of the linkage give rise to centrifugal forces that further oppose coupling deflection. Therefore, the working position of the linkages depends both on the applied torque and on the speed of the coupling’s rotation. Tests of the coupling’s torque/deflec- tion characteristics under load have shown that the torsional stiffness of the coupling increases progressively with speed and with torque when deflected in the positive direction. Although the geometry of the coupling is asymmetri- cal the torsional characteristics are simi- lar for both directions of drive in the nor- mal working range. Either half of the coupling can act as the driver for either direction of rotation. The linkage configuration permits the coupling to be tailored to meet the exact stiffness requirements of individual sys- tems or to provide ultra-low torsional stiffness at values substantially softer than other positive-drive couplings. These characteristics enable the Twiflex coupling to perform several tasks: • It detunes the fundamental mode of torsional vibration in a power- transmission system. The coupling is especially soft at low speeds, which permits complete detuning of the sys- tem. • It decouples the driven machinery from engine-excited torsional vibra- tion. In a typical geared system, the major machine modes driven by the gearboxes are not excited if the ratio of coupling stiffness to transmitted torque is less than about 7:1—a ratio easily provide by the Twiflex cou- pling. • It protects the prime mover from impulsive torques generated by driven machinery. Generator short circuits and other causes of impulsive torques are frequently of sufficient duration to cause high response torques in the main shafting. Using the example of the TL 2307G coupling design—which is suitable for 10,000 hp at 525 rpm—the torsional stiffness at working points is largely determined by coupling geometry and is, therefore, affected to a minor extent by the variations in the properties of the rub- ber bushings. Moreover, the coupling can provide torsional-stiffness values that are accurate within 5.0%. Articulating links of the new coupling (left) are arranged around the driving flanges. A four-link design (right) can handle torques from a 100-hp prime mover driving at 4000 rpm. Sclater Chapter 9 5/3/01 12:56 PM Page 300 301 UNIVERSAL JOINT RELAYS POWER 45° AT CONSTANT SPEEDS A universal joint that transmits power at constant speeds through angles up to 45º was designed by Malton Miller of Minnesota. Models of the true-speed drive that can transmit up to 20 hp have been developed. It had not been possible to transmit power at constant speeds with only one universal joint. Engineers had to specify an intermediate shaft between two Hooke’s joints or use a Rzappa-type joint to get the desired effect. Ball-and-socket. Basically, the True- Speed joint is a system of ball-and- socket connections with large contact areas (low unit pressure) to transmit tor- sional forces across the joint. This arrangement minimizes problems when high bearing pressures build up against running surfaces. The low-friction bear- ings also increase efficiency. The joint is balanced to keep vibration at high speeds to a minimum. The joint consists of driving and driven halves. Each half has a coupling sleeve at its end of the driveshaft, a pair of driving arms opposite each other and pivoted on a cross pin that extends through the coupling sleeve, and a ball- and-socket coupling at the end of each driving arm. As the joint rotates, angular flexure in one plane of the joint is accommodated by the swiveling of the all-and-socket couplings and, in the 90º plane, by the oscillation of the driving arms about the transverse pin. As rotation occurs, tor- sion is transmitted from one half of the joint to the other half through the swivel- ing ball-and-socket couplings and the oscillating driving arms. Balancing. Each half of the joint, in effect, rotates about its own center shaft, so each half is considered separate for balancing. The center ball-and-socket coupling serves only to align and secure the intersection point of the two shafts. It does not transmit any forces to the entire drive unit. Balancing for rotation is achieved by equalizing the weight of the two driving arms of each half of the joint. Balancing the acceleration forces due to the oscilla- tion of the ball-and-socket couplings, which are offset from their swiveling axes, is achieved by the use of counter- weights extending from the opposite side of each driving arm. The outer ball-and-socket couplings work in two planes of motion, swiveling widely in the plane perpendicular to the main shaft and swiveling slightly about the transverse pin in the plane parallel to the main shaft. In this coupling configu- ration, the angular displacement of the driving shaft is exactly duplicated in the driven shaft, providing constant rota- tional velocity and constant torque at all shaft intersection angles. Bearings. The only bearing parts are the ball-and-socket couplings and the driving arms on the transverse pins. Needle bearings support the driving arms on the transverse pin, which is hardened and ground. A high-pressure grease lubri- cant coats the bearing surfaces of the ball-and-socket couplings. Under maxi- mum rated loadings of 600 psi on the ball-and-socket surfaces, there is no appreciable heating or power loss due to friction. Capabilities. Units have been labora- tory-tested at all rated angles of drive under dynamometer loadings. Although the first available units were for smaller capacities, a unit designed for 20 hp at 550 rpm, suitable for tractor power take- off drive, has been tested. Similar couplings have been designed as pump couplings. But the True-Speed drive differs in that the speed and transfer elements are positive. With the pump coupling, on the other hand, the speed might fluctuate because of spring bounce. A novel arrangement of pivots and ball-socket joints transmits uniform motion. An earlier version for angled shafts required spring-loaded sliding rods. Sclater Chapter 9 5/3/01 12:56 PM Page 301 302 BASIC MECHANICAL CLUTCHES Both friction and positive clutches are illustrated here. Figures 1 to 7 show externally controlled clutches, and Figures 8 to 12 show internally controlled clutches which are further divided into overload relief, overriding, and centrifugal versions. Fig. 1 Jaw Clutch: The left sliding half of this clutch is feathered to the driving shaft while the right half rotates freely. The control arm activates the sliding half to engage or disengage the drive. However, this simple, strong clutch is subject to high shock during engagement and the sliding half exhibits high inertia. Moreover, engagement requires long axial motion. Fig. 2 Sliding Key Clutch: The driven shaft with a keyway carries the freely rotating member with radial slots along its hub. The sliding key is spring-loaded but is restrained from the engaging slots by the control cam. To engage the clutch, the control cam is raised and the key enters one of the slots. To disengage it, the cam is lowered into the path of the key and the rotation of the driven shaft forces the key out of the slot in the driving member. The step on the control cam lim- its the axial movement of the key. Fig. 3 Planetary Transmission Clutch: In the disengaged position shown, the driving sun gear causes the free-wheeling ring gear to idle counter-clockwise while the driven planet carrier remains motion- less. If the control arm blocks ring gear motion, a positive clockwise drive to the driven planet carrier is established. Fig. 4 Pawl and Ratchet Clutch: (External Control) The driving ratchet of this clutch is keyed to the driving shaft, and the pawl is pinned to the driven gear which can rotate freely on the driving shaft. When the control arm is raised, the spring pulls in the pawl to engage the ratchet and drive the gear. To disengage the clutch the control arm is lowered so that driven gear motion will disengage the pawl and stop the driven assembly against the control member. Fig. 5 Plate Clutch: The plate clutch transmits power through the friction developed between the mating plate faces. The left sliding plate is fitted with a feather key, and the right plate member is free to rotate on the shaft. Clutch torque capacity depends on the axial force exerted by the control half when it engages the sliding half. Fig. 6 Cone Clutch: The cone clutch, like the plate clutch, requires axial movement for engagement, but less axial force is required because of the increased friction between mating cones. Friction material is usually applied to only one of the mating conical surfaces. The free member is mounted to resist axial thrust. Sclater Chapter 9 5/3/01 12:56 PM Page 302 [...]... to grip tightly, and the coils inside the bore to contract and produce slip Rotation in the opposite direction reverses the action of the spring parts, and slip is effected on the shaft Dual-Spring Slip Clutch This innovation also permits bi-directional slip and independent torque capacities for the two directions of rotation It requires two springs, one right-handed and one left-handed, for coupling... savings in cost and space is the clutches’ freedom from the need for a hardened outer race Rollers and sprags must have hardened races because they transmit power by a wedging action between the inner and outer races Role of spring bands Overrunning clutches, including the spiral-band type, slip and overrun when reversed (see drawing) This occurs when the outer member is rotated clockwise and the inner... is only 0.900 in., and the total length is 0.940 in The exterior material of the knob is anodized aluminum, black or gray, and all other parts are stainless steel The device is designed to meet the military requirements of MIL-E-5400, class 3 and MILK-3926 specifications Applications were seen in counter and reset switches and controls for machines and machine tools, radar systems, and precision potentiometers... on the other hand, is a three-member unit 326 Fig 6 Controlling output from a differential with rotating input and output members and a stationary coil housing It eliminates the need for brushes and slip rings, but it demands additional bearing supports, and it can require close tolerances in mounting Purely Magnetic Clutches Probably less familiar than the friction types are hysteresis and eddy-current... the bands wrap, creating a wedging action in this V-groove This action is similar to that of a spring clutch with a helicalcoil spring, but the spiral-band type has very little unwind before it overruns, compared with the coil type Thus, it responds faster Edges of the clutch bands carry the entire load, and there is also a compound action of one band upon another As the torque builds up, each band... on the band beneath it, so each tip is forced more firmly into the V-groove The bands are rated for torque capacities from 85 to 400 ft.-lb Applications include their use in auto transmissions, starters, and industrial machinery Spiral clutch bands can be purchased separately to fit the user’s assembly Spiral bands direct the force inward as an outer ring drives counterclockwise The rollers and sprags... in the wings, plus other data, and feeds a readout at the counter The entire mechanism was subjected to vibration, acceleration and deceleration, shock, and other high-torque loads, all of which could feed back through the system and might move the counter The new knob device positively locks the mechanism shaft against the vibration, shock loads, and accidental turning, and it also limits the input... coupling the input, intermediate and output members These members are coaxial, with the intermediate and input free to rotate on the output shaft The rotation of input in one direction causes the spring, which couples the input and intermediate member, to grip tightly The second spring, which couples the intermediate and output members, is oppositely wound, tends to expand and slip The rotation in the... gear C and results in the mesh and backlash shown in (B) The overrunning clutches never actually overrun They provide flexible connections (something like split and sprung gears) between shaft I and gears A and C to allow absorption of all backlash 319 Sclater Chapter 9 5/3/01 12:57 PM Page 320 APPLICATIONS FOR SPRAG-TYPE CLUTCHES Overrunning sprag clutches transmit torque in one direction and reduce... ratchet B, and (2) it blocks the further motion of rim F and the cam plate Fig 2 A pawl and ratchet, single-cycle, dual-control clutch The principal parts of this clutch are driving ratchet B, driven crank C, and spring-loaded ratchet pawl D Driving ratchet B is directly connected to the motor and free to rotate on rod A Driven crank C is directly connected to the main shaft of the machine and is also . class 3 and MILK-3926 specifications. Applications were seen in counter and reset switches and controls for machines and machine tools, radar systems, and precision. input and intermediate member, to grip tightly. The second spring, which couples the intermediate and output members, is oppositely wound, tends to expand and